JP2016056717A - Control device for internal combustion engine and method of correcting crank angle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve detection accuracy of a crank angle.SOLUTION: A controller for calculating a crank angle from a reference position in correspondence with a pulse signal POS output for each rotation of a crankshaft at a prescribed angle measures a generation interval TPOSn of the pulse signal POS (S221), divides a generation interval of a toothless portion into intervals of 10 degrees (S222), and calculates a generation interval TPOS10Kn from which rotation variation has been removed (S223, S224). The controller calculates one rotation time T360K from the generation interval TPOS10Kn (S225), and calculates one degree rotation time T1K from the one rotation time T360K (S226). The controller calculates a signal interval angle HosDEGn showing a rotation angle of the crankshaft in accordance with the generation interval of the pulse signal POS from the generation interval TPOS10Kn and the one degree rotation time T1K (S227), and then calculates the crank angle using the reference position as a base point.SELECTED DRAWING: Figure 7

Description

  The present invention relates to an internal combustion engine control device and a crank angle correction method.

  In an electronically controlled internal combustion engine, for example, ignition timing, fuel injection timing, and the like are controlled based on a crank angle detected by a crank angle sensor. Since the crank angle sensor has mechanical variations due to the accuracy of mounting to the crankshaft, etc., as described in Japanese Patent Laid-Open No. 63-9679 (Patent Document 1), the crank angle sensor is based on the top dead center position. A technique for correcting the reference position has been proposed.

JP-A 63-9679

  However, the mechanical variation of the crank angle sensor is not only a variation due to the mounting accuracy on the crankshaft, but also a variation due to, for example, non-uniform intervals between the projections of the signal plate. If there is variation in the interval between the projections of the signal plate, an error is included in the crank angle calculated from the signal of the pickup sensor that detects this, and the control accuracy of the internal combustion engine may be reduced.

  Accordingly, an object of the present invention is to provide a control device for an internal combustion engine and a crank angle correction method that improve the detection accuracy of the crank angle.

  For this reason, a control device for an internal combustion engine includes a sensor that outputs a signal each time the output shaft of the internal combustion engine rotates by a predetermined angle, and a controller that obtains a rotation angle from the reference position of the output shaft according to the output of the sensor. Have. Then, the controller corrects the rotation angle of the output shaft based on the signal output interval of the sensor.

  Also, in the crank angle correction method, a controller that obtains the crank angle from the reference position in accordance with a signal output every time the crankshaft of the internal combustion engine rotates by a predetermined angle determines the crank angle based on the signal output interval. to correct.

  ADVANTAGE OF THE INVENTION According to this invention, the detection accuracy of the rotation angle (crank angle) of the output shaft of an internal combustion engine can be improved.

1 is a system diagram illustrating an example of an internal combustion engine for a vehicle. It is a schematic diagram which shows an example of a crank angle sensor. It is a flowchart of the main routine which shows an example of a signal correction process. It is a flowchart which shows an example of the subroutine which correct | amends a top dead center position. It is explanatory drawing of the method of calculating | requiring the crank angle from which cylinder pressure becomes the maximum. It is a flowchart which shows an example of the subroutine which correct | amends a signal interval. It is a flowchart which shows an example of the subroutine which correct | amends a signal interval angle. It is explanatory drawing of the method of monitoring a pulse signal. It is explanatory drawing of the method of correct | amending a signal interval angle. It is explanatory drawing of the state which correct | amended the crank angle.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows an example of an internal combustion engine for a vehicle.

  The internal combustion engine 100 includes a cylinder block 110, a piston 120 fitted into a cylinder bore 112 of the cylinder block 110 so as to be reciprocally movable, a cylinder head 130 having an intake port 130A and an exhaust port 130B, an intake port 130A and an exhaust port. An intake valve 132 and an exhaust valve 134 that open and close the opening end of the port 130B are provided.

  The piston 120 is connected to the crankshaft 140 via a connecting rod (connecting rod) 150 including a lower link 150A and an upper link 150B. A combustion chamber 160 is formed between the crown surface 120 </ b> A of the piston 120 and the lower surface of the cylinder head 130. An ignition plug 170 that ignites an air-fuel mixture of fuel and air is attached to substantially the center of the cylinder head 130 that forms the combustion chamber 160. Here, the crankshaft 140 is an example of an output shaft.

  Further, the internal combustion engine 100 changes the compression ratio by changing the volume of the variable valve timing (VTC: Valve Timing Control) mechanism 180 that changes the phase with respect to the crankshaft 140 during the opening period of the intake valve 132 and the combustion chamber 160. And a variable compression ratio (VCR) mechanism 190.

  The VTC mechanism 180 changes the phase of the intake camshaft 200 with respect to the crankshaft 140 by an actuator such as an electric motor, for example, so that the operation angle of the intake valve 132 remains constant, and the central phase of the operation angle is advanced. Or retard.

  The VCR mechanism 190 changes the compression ratio of the internal combustion engine 100 by changing the volume of the combustion chamber 160 by a multi-link mechanism as disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-276446. Hereinafter, an example of the VCR mechanism 190 will be described.

  The crankshaft 140 has a plurality of journal portions 140A and a crankpin portion 140B, and the journal portion 140A is rotatably supported by a main bearing (not shown) of the cylinder block 110. The crankpin portion 140B is eccentric from the journal portion 140A, and a lower link 150A is rotatably connected thereto. The upper link 150B has a lower end side rotatably connected to one end of the lower link 150A by a connecting pin 152, and an upper end side rotatably connected to the piston 120 by a piston pin 154. The control link 192 has an upper end side rotatably connected to the other end of the lower link 150A by a connecting pin 194 and a lower end side rotatably connected to the lower portion of the cylinder block 110 via a control shaft 196. Specifically, the control shaft 196 is rotatably supported by the engine body (cylinder block 110) and has an eccentric cam portion 196A that is eccentric from the center of rotation, and the eccentric cam portion 196A includes a control link 192. The lower end side is rotatably fitted. The rotation position of the control shaft 196 is controlled by a compression ratio control actuator 198 using an electric motor.

  In the VCR mechanism 190 using such a multi-link mechanism, when the control shaft 196 is rotated by the compression ratio control actuator 198, the center position of the eccentric cam portion 196A, that is, relative to the engine body (cylinder block 110). The position changes. As a result, when the peristaltic support position at the lower end of the control link 192 changes, the position of the piston 120 at the piston top dead center (TDC) increases or decreases, the volume of the combustion chamber 160 increases or decreases, and the internal combustion engine 100 The compression ratio is changed. At this time, when the operation of the compression ratio control actuator 198 is stopped, the control link 192 rotates with respect to the eccentric cam portion 196A of the control shaft 196 by the reciprocation of the piston 120, and the compression ratio shifts to the low compression ratio side. To do.

  The VTC mechanism 180 and the VCR mechanism 190 are electronically controlled by a VTC controller 210 and a VCR controller 220, each including a processor such as a microcomputer. The VTC controller 210 and the VCR controller 220 are connected to, for example, an engine controller 240 including a processor such as a microcomputer that electronically controls the internal combustion engine 100 via a CAN (Controller Area Network) 230 that is an example of an in-vehicle network. ing. Therefore, arbitrary data can be transmitted and received between the VTC controller 210, the VCR controller 220, and the engine controller 240 via the CAN 230. In addition, as a vehicle-mounted network, not only CAN230 but well-known networks, such as FlexRay (trademark), can be used. Here, the engine controller 240 is an example of a controller.

  As an example of the operating state of the internal combustion engine 100, the engine controller 240 includes a crank angle sensor 250 that outputs a pulse signal POS at every predetermined rotation angle of the crankshaft 140 with the top dead center as a reference position, and a load Q of the internal combustion engine 100. The output signals of the load sensor 260 for detecting the pressure and the in-cylinder pressure sensor 270 for detecting the pressure (in-cylinder pressure) P of the combustion chamber 160 are input. Here, as the load Q of the internal combustion engine 100, for example, a state quantity closely related to the torque, such as an intake negative pressure, an intake air flow rate, a supercharging pressure, an accelerator opening, and a throttle opening can be used. In addition, the crank angle sensor 250 and the in-cylinder pressure sensor 270 are examples of the first sensor and the second sensor, respectively.

  As shown in FIG. 2, the crank angle sensor 250 includes a signal plate 252 having a plurality of protrusions 252A formed around it, and a pickup sensor 254 that detects the protrusions 252A of the signal plate 252 and outputs a pulse signal POS. Have. The signal plate 252 has, for example, a disc shape and is attached concentrically with the journal portion 140A of the crankshaft 140. Further, around the signal plate 252, 34 tooth protrusions 252 </ b> A with two missing teeth are provided at intervals of 10 degrees. On the other hand, the pulse signal POS output from the pickup sensor 254 is normally at a low level, for example, and changes to a high level when the protrusion 252A of the signal plate 252 is detected. Here, the portion of the protrusion 252A of the signal plate 252 that is missing two teeth can be used, for example, to specify the top dead center that is the reference position. Note that the protrusions 252A of the signal plate 252 are not limited to 10 degrees in crank angle, but may be provided at other angular intervals.

  The engine controller 240 calculates the rotational speed Ne and the crank angle θ of the internal combustion engine 100 based on the pulse signal POS output from the crank angle sensor 250. Then, the engine controller 240 refers to, for example, a map in which target values suitable for the rotational speed and the load are set, and the fuel injection amount, the fuel injection timing, and the ignition according to the rotational speed Ne and the load Q of the internal combustion engine 100 Ask for timing each. Thereafter, the engine controller 240 starts fuel injection when the crank angle θ of the internal combustion engine 100 reaches the fuel injection timing, and operates the spark plug 170 to ignite the air-fuel mixture when the crank angle θ reaches the ignition timing. By doing in this way, the internal combustion engine 100 is controlled to the fuel injection and ignition timing according to the operation state.

  The engine controller 240 refers to, for example, a map in which target values suitable for the rotational speed and load are set, and the target angle and VCR mechanism of the VTC mechanism 180 according to the rotational speed Ne and load Q of the internal combustion engine 100. A target compression ratio of 190 is obtained respectively. Then, the engine controller 240 transmits the target angle and the target compression ratio to the VTC controller 210 and the VCR controller 220 via the CAN 240, respectively.

  Receiving the target angle, the VTC controller 210 controls the drive current output to the actuator of the VTC mechanism 180 so that the actual angle detected by a sensor (not shown) converges to the target angle. The VCR controller 220 that has received the target compression ratio controls the drive current output to the compression ratio control actuator 198 of the VCR mechanism 190 so that the actual compression ratio detected by a sensor (not shown) converges to the target compression ratio. To do. By doing so, the VTC mechanism 180 and the VCR mechanism 190 are controlled to target values corresponding to the operating state of the internal combustion engine 100.

  Incidentally, in the crank angle sensor 250, there is a variation in the interval between the projections 252A of the signal plate 252 and a variation in the mounting accuracy of the signal plate 252 with respect to the crankshaft 140. Therefore, the engine controller 240 is obtained from the pulse signal POS of the crank angle sensor 250 as follows by executing a control program stored in a non-volatile memory such as a flash ROM (Read Only Memory), for example. Correct the crank angle.

  FIG. 3 shows an example of a main routine of signal correction processing that is repeatedly executed by the engine controller 240 every predetermined time when the engine controller 240 is turned on.

  In step 100 (abbreviated as “S100” in the figure, the same applies to the following), the processor of the engine controller 240 responds to variations (relative variations) in the mounting accuracy of the signal plate 252 with respect to the crankshaft 140. A subroutine for correcting the above is executed.

  In step 200, the processor of the engine controller 240 executes a subroutine for correcting the signal interval so as to cope with the variation in the interval of the protrusions 252A of the signal plate 252.

FIG. 4 shows an example of a subroutine for correcting the top dead center position.
In step 110, the processor of the engine controller 240 obtains the rotation angle (crank angle) θPmax of the crankshaft 140 with the top dead center as the reference position at which the pressure in the combustion chamber 160 becomes maximum. Specifically, the processor of the engine controller 240 monitors the output values of the crank angle sensor 250 and the in-cylinder pressure sensor 270, and when the crank angle reaches 10 degrees before the top dead center as shown in FIG. The in-cylinder pressure PtB10, the in-cylinder pressure PTDC when the crank angle becomes top dead center, and the maximum in-cylinder pressure Pmax are obtained. Then, the processor of the engine controller 240 substitutes PtB10, PTDC, and Pmax into the following equation to obtain the crank angle θPmax [degATDC] at which the pressure in the combustion chamber 160 becomes maximum.
θPmax = 10 × (PtB10−Pmax) / (PtB10−PTDC) −10

  In step 120, the processor of the engine controller 240 determines whether a condition for correcting the top dead center position is satisfied. Here, the condition for correcting the top dead center position is a condition that is less affected by the response delay, specifically, the internal combustion engine 100 is operating at a low speed below the idling rotational speed, and the in-cylinder pressure due to combustion is It is possible to apply a condition with little influence, specifically, during fuel cutting when cranking or when the engine is stopped. Note that a condition in which the ignition timing is greatly retarded can be applied instead of during fuel cut. If the processor of the engine controller 240 determines that the condition for correcting the top dead center position is satisfied, the process proceeds to step 130 (Yes), while the condition for correcting the top dead center position is satisfied. If it is determined that there is no, the process is terminated (No).

  In step 130, the processor of the engine controller 240 sets the crank angle θPmax at which the pressure in the combustion chamber 160 is maximum as the top dead center position.

  According to the process of correcting the top dead center position, the crank in which the pressure in the combustion chamber 160 becomes maximum based on the in-cylinder pressure PtB10 at 10 degrees before the top dead center, the in-cylinder pressure PTDC at the top dead center, and the maximum in-cylinder pressure Pmax. An angle θPmax is obtained. When both a condition that is less affected by response delay and a condition that is less affected by in-cylinder pressure due to combustion are satisfied, the crank angle θPmax at which the pressure in the combustion chamber 160 is maximum is set as the top dead center position. In short, at the top dead center where the volume of the combustion chamber 160 is minimized, the cylinder pressure becomes maximum if the response delay and the influence of combustion are small, and the crank angle θPmax at this time indicates the top dead center. Can think. Therefore, even if the mounting accuracy of the signal plate 252 of the crank angle sensor 250 with respect to the crankshaft 140 varies, the phase shift of the pulse signal POS can be corrected by setting the crank angle θPmax to the top dead center. .

  Then, since the phase shift of the pulse signal POS is corrected, for example, as the combustion pressure control, the crank angle θPmax, IMEP (Indicated Mean Effective Pressure), MBT (Minimum Advance for Best Torque), Incidence calculation accuracy is improved. For this reason, the feedback timing controllability, the misfire diagnosis accuracy, and the combustion feedback controllability of the ignition timing are improved, and the fuel consumption, output, and stability of the internal combustion engine 100 can be improved.

FIG. 6 shows an example of a subroutine for correcting the signal interval.
In step 210, the processor of the engine controller 240 determines whether a condition for correcting the signal interval is satisfied. Here, as a condition for correcting the signal interval, a condition with little cycle fluctuation, specifically, the internal combustion engine 100 is operating at a speed higher than a predetermined rotational speed (for example, 2000 rpm), and the internal combustion engine 100 is It can be applied during steady operation where the change in rotational speed is within a predetermined range (for example, 20 rpm). If the processor of the engine controller 240 determines that the condition for correcting the signal interval is satisfied, the process proceeds to step 220 (Yes), while determining that the condition for correcting the signal interval is not satisfied. If so, the process proceeds to step 230 (No).

  In step 220, the processor of the engine controller 240 executes a subroutine (details will be described later) for correcting the signal interval angle. Note that the signal interval angle in the initial state is the signal interval angle generated by the two adjacent protrusions 252A, that is, the angle based on the crankshaft 140, assuming that there is no variation in the interval between the protrusions 252A of the signal plate 252. It can be.

  In step 230, the processor of the engine controller 240 calculates a crank angle based on the reference position based on the signal interval angle in the initial state or the signal interval angle corrected in step 220. That is, the processor of the engine controller 240 calculates the rotation angle (elapsed angle) of the crankshaft 140 from the base point.

FIG. 7 shows an example of a subroutine for correcting the signal interval angle.
In step 221, the processor of the engine controller 240 monitors the pulse signal POS output from the crank angle sensor 250 as shown in FIG. 8, and the generation interval TPOSn [of the pulse signal POS during one rotation of the crankshaft 140 is obtained. ms]. As shown in FIGS. 8 and 9, the generation interval TPOSn of the pulse signal POS is associated with a counter CRACNT, which is an example of a parameter, and a variable n, for example, in a volatile memory such as a RAM (Random Access Memory). Stored temporarily. Here, the counter CRACNT is a parameter that is reset to 0 when the missing tooth portion of the signal plate 252 of the crank angle sensor 250 is detected and incremented when the pulse signal POS is detected. The variable n is a parameter that is 0 when the correction of the signal interval angle is started, incremented when the pulse signal POS is detected, and reset to 0 after n = 33. The generation interval TPOSn measured here is delayed by one tooth.

  In step 222, the processor of the engine controller 240 divides the generation interval TPOSn of the toothless portion of the signal plate 252 into 10 degree intervals, in other words, calculates the generation interval TPOS10n [ms] at 10 degree intervals obtained by dividing the generation interval TPOSn into three. Then, as shown in FIG. 9, the data is stored in the volatile memory in a state associated with the counter CRACCNT and the variable n. That is, since the crank angle sensor 250 does not output the pulse signal POS at the missing tooth portion of the signal plate 252, the generation interval TPOn sandwiching the missing tooth portion is three times the generation interval TPOSn of other portions. For this reason, by dividing the generation interval TPOSn of the missing tooth portion into intervals of 10 degrees, it is possible to match the generation interval TPOSn of other portions.

  In step 223, for example, the processor of the engine controller 240 obtains a ratio of the current value to the previous value (current value / previous value) based on the generation interval TPOS10n when the counter CRACNT becomes 33, so that the crankshaft A long-term rotation change rate of 140 is calculated.

In step 224, the processor of the engine controller 240 calculates a generation interval TPOS10Kn [ms] having an interval of 10 degrees from which the rotation fluctuation is removed from the generation interval TPOS10n. Specifically, the processor of the engine controller 240 substitutes the generation interval TPOS10n, the rotation change rate, and the variable n into the following expression for each data specified by the counter CRACCNT or the variable n, thereby generating the generation interval of 10 degrees. Calculate TPOS10Kn and store it in volatile memory.
TPOS10Kn = TPOS10n × (1+ (1-rotation fluctuation rate) × n / 36))

  In step 225, the processor of the engine controller 240 refers to the 10-degree generation interval TPOS10Kn stored in the volatile memory, and calculates one rotation time T360K [ms] required for the crankshaft 140 to make one rotation. Here, the one rotation time T360K can be calculated, for example, by sequentially adding the generation interval TPOS10Kn until the crankshaft 140 makes one rotation from a certain base point. In this case, the missing tooth generation interval TPOS10Kn may be tripled.

  In step 226, the processor of the engine controller 240 divides the one rotation time T360K by 360 to calculate the one-degree rotation time T1K [ms] required for the crankshaft 140 to rotate once (T1K = T360K / 360).

In step 227, the processor of the engine controller 240 substitutes the generation interval TPOS10Kn and the 1-degree rotation time T1K into the following expression for each data specified by the counter CRACCNT or the variable n, thereby the interval of the protrusion 252A of the signal plate 252. The signal interval angle HosDEGn [deg] with the variation corrected is calculated.
HosDEGn = TPOS10Kn / T1K

  According to the processing for correcting the signal interval angle, the generation interval TPOSn of the pulse signal POS output from the crank angle sensor 250 is measured when a condition with little influence of cycle fluctuation is satisfied. Further, since the signal plate 252 of the crank angle sensor 250 has a missing tooth portion where the protrusion 252A does not exist, the generation interval TPOSn of the pulse signal POS generated by the two protrusions 252A sandwiching the missing tooth portion is divided into three. The 10-degree interval generation interval TPOS10n is calculated. Then, the rotation change rate of the crankshaft 140 is obtained, and the generation interval TPOS10Kn at intervals of 10 degrees obtained by removing the rotation fluctuation from the generation interval TPOS10n is calculated. Further, the one rotation time T360K is calculated by sequentially adding the generation intervals TPOS10Kn at intervals of 10 degrees, and the one rotation time T1K is calculated from the one rotation time T360. Thereafter, the signal interval angle HosDEGn, in which the interval variation of the protrusions 252A of the signal plate 252 is corrected, is calculated from the generation interval TPOS10Kn and the 1-degree rotation time T1K.

  Since the signal interval angle HosDEGn is obtained by correcting the interval variation of the protrusion 252A, based on the signal interval angle HosDEGn, as shown in FIG. 10, the rotation angle (elapsed angle) of the crankshaft 140 based on the reference position is used. ) Can be improved. Further, if the rotational speed of the internal combustion engine 100 is calculated based on the signal interval angle HosDEGn, the detection accuracy can be improved.

  For this reason, the control accuracy of the internal combustion engine 100 can be improved through the improvement of the detection accuracy of the crank angle and the rotational speed. Further, the controllability of the ignition timing, the fuel injection timing, the VTC mechanism 180 and the VCR mechanism 190 is improved, and the fuel consumption, output and stability of the internal combustion engine 100 can be improved.

  Here, a method of correcting the signal interval angle will be described using a specific example shown in FIG. 9 for the purpose of facilitating understanding. The specific example shown in FIG. 9 is based on the assumption that the internal combustion engine 100 rotates at 2000 rpm and the rotational fluctuation of the crankshaft 140 decreases by −0.5%, that is, 10 rpm per one rotation. In the crank angle sensor 250, the interval variation of the protrusion 252A of the signal plate 252 is +1 degree when the variable n = 12, −1 degree when the variable n = 13, +1 degree when the variable n = 15, and the variable n = It is set to -2 degrees when 16 and +1 degree when variable n = 17.

  Since the generation interval TPOSn of the toothless portion of the signal plate 252 is 2.588 [ms], it is divided into 10 degree intervals. In short, the generation interval TPOS10n divided into three is 2.588 / 3 = 0.863. [ms]. The rotation change rate of the crankshaft 140 is 1.0050 because the rotation variation is −0.5%. Then, the generation interval TPOS10Kn at intervals of 10 degrees obtained by removing the rotational fluctuation from each generation interval TPOS10n is, for example, 0.863 × (1+ (1-1.0050) × 12 / in the variable n = 12 (missing tooth portion). 36)) = 0.861 [ms].

  Further, when the one-rotation time T360K is calculated by sequentially adding the generation intervals TPOS10Kn of 10-degree intervals, T360K = 30.000 [ms], and the one-degree rotation time T1K calculated from this is T1K = 30.000 / 360. = 0.08333 [ms]. Then, the signal interval angle HosDEGn obtained by correcting the interval variation of the protrusion 252A of the signal plate 252 is obtained as 0.861 / 0.833 = 10.0 [deg] in the variable n = 12 (missing tooth portion), for example. .

  In the embodiment, when correcting the interval variation of the protrusion 252A of the signal plate 252, instead of the condition that the influence of cycle fluctuation is small, for example, based on at least one of friction, inertia, cam reaction force, and in-cylinder pressure. , Cycle variations can also be corrected. Further, the crank angle sensor 250 may not have a missing tooth portion on the signal plate 252. In this case, the top dead center position may be identified by another sensor.

Here, technical ideas other than the claims that can be grasped from the embodiment will be described together with effects.
(A) The controller removes the rotation fluctuation from the signal output interval of the first sensor in consideration of the rotation fluctuation of the output shaft, and responds to the signal output interval from the signal output interval from which the rotation fluctuation is removed. 4. The rotation angle of the output shaft is obtained, and the rotation angle of the output shaft is sequentially added to correct the rotation angle from the reference position. 5. The internal combustion engine control device described.
In this way, the rotation angle of the output shaft can be corrected based on the signal output interval of the first sensor.

(B) The control device for an internal combustion engine according to claim 3 or 4, wherein the controller sets the reference position when the internal combustion engine is rotating at an idling rotational speed or less. .
In this way, the reference position can be set under conditions where the influence of response delay is small.

(C) When the internal combustion engine is idling, the controller sets the reference position in a state where the ignition timing of the internal combustion engine is significantly retarded. 4. The control apparatus for an internal combustion engine according to 4.
In this way, the reference position can be set under conditions where the influence of response delay is small.

(D) When the first sensor has a missing tooth portion that does not output a signal, the controller divides the signal output interval of the missing tooth portion into a predetermined number to correct the rotation angle of the output shaft. The control apparatus for an internal combustion engine according to any one of claims 1 to 3, (A), (B), and (C).
If it does in this way, it can respond also to a sensor which has a missing tooth part.

(E) The internal combustion engine according to any one of claims 1 to 3, (A), (B), (C), and (D), wherein the output shaft is a crankshaft. Engine control device.
In this way, the crank angle of the internal combustion engine can be corrected.

100 Internal combustion engine 140 Crankshaft (output shaft)
240 Engine controller (controller)
250 Crank angle sensor (first sensor)
270 In-cylinder pressure sensor (second sensor)

Claims (5)

A first sensor that outputs a signal each time the output shaft of the internal combustion engine rotates by a predetermined angle;
A controller for obtaining a rotation angle from a reference position of the output shaft in accordance with an output of the first sensor;
Have
The controller corrects a rotation angle of the output shaft based on a signal output interval of the first sensor;
A control device for an internal combustion engine. The controller corrects the rotation angle of the output shaft when the internal combustion engine is operating at a rotation higher than a predetermined rotation speed and the fluctuation of the rotation speed of the internal combustion engine is within a predetermined range;
The control apparatus for an internal combustion engine according to claim 1. A second sensor for detecting an in-cylinder pressure of the internal combustion engine;
The controller sets the reference position based on an output value of the second sensor;
The control apparatus for an internal combustion engine according to claim 1 or 2, characterized by the above. In the state where the controller stops the fuel supply to the internal combustion engine, the rotation angle of the output shaft at which the output value of the second sensor is maximum is set as the reference position.
The control device for an internal combustion engine according to claim 3. A controller for obtaining a crank angle from a reference position in accordance with a signal output each time the crankshaft of the internal combustion engine rotates by a predetermined angle corrects the crank angle based on an output interval of the signal;
A crank angle correction method characterized by that.